Electric railway-signal.



No. 758,594. 7 PATEN'I 'ED APR. 26, 1904. 4 W. S. JACKSON.

ELECTRIC RAILWAY SIGNAL.

APPLICATION FILED JUNE 30, 1902,

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PATENTED APR. 26, 1904. W. S. JACKSON. ELECTRIC RAILWAY SIGNAL.APPLICATION FILED mm: 30, 1902.

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7 turnout of another car or train traveling on Patented April 26, 1904.

U ITED STATES PATENT OFFICE.

WILLIAM S. JACKSON, OF HOBOKEN, NEW JERSEY, ASSIGNOR OF ONE- HALF TODAVID YOUNG, OF NEWARK, NEW JERSEY.

ELECTRIC RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 758,594, dated April26, 190

Application filedjl'une 30, 1902. Serial No. 113,772. (No model.)

To all whom it may concern.-

Be it known that I, WILLIAM S. JAoKsoN, a citizen of the United States,and a resident of Hoboken, in the county of Hudson and State of NewJersey, have invented new and useful Improvements in ElectricRailway-Signals, of

which the following is a full, clear, and exact description.

My invention relates to improvements in electric railway-signals, thesame being more especially adapted for use in single-track railway ortrolley lines having sidings or turnouts and switches for theaccommodation of one car or train temporarily during the intervalrequired for the passage by the siding or the line in an oppositedirection, although the signal system may be used under differentconditions on other railways.

One object that I have in view is the provision of a simple and reliablesignaling system which is actuated automatically by a car on enteringthe siding or turnout constituting a block to display signals at fdanger,and which is likewise actuated when the car leaves the block ofthe siding or turnout in order to restore the signals to their normal orsafety positions. I

A further object of the invention is to provide return signalscomprising difierent-colored lights included in an electric circuitadapted to be charged from a suitable source,-such as from thetrolley-wire, said lights being coutrollable by the movement of thesemaphores automatically actuated by a car or train on entering andleaving the block of the siding'or turnout, one of said lights beinglocated at the entrance to the block and of a suitable color, such asgreen, in order to indicate caution to a car following in the samedirection on the same track, while the other light is located distantlyor at the point of departure from the block and being of a differentcoloras, for example, red-so as to indicate danger to a car traveling inthe opposite direction and on the same track or main line.

With these ends in view the invention consists in the novel combinationof devices and in the construction and arrangement of parts,

which will be hereinafter fully described and claimed.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar characters of reference indicatecorresponding parts in all the figures;

Figure 1 is a diagrammatic view illustrating an electric signalingsystem'embodying my invention. Fig. 2 is an enlarged view,'in sideelevation, illustrating the mechanical operating devices associated withthe distant signaling mechanism of the block. Fig. 3 is a plan view ofthe devices shown by Fig. 2. Figs. 4 and 5 are views in side elevationand bottom plan, respectively, of the bridge having an insulated contactfor the trolley-wheel; and Fig. 6 is a cross-sectionthrough another formof bridge with insulated wheel-contacts.

In carrying my invention into practice I provide a system which includesa primary or setting circuit having means for displaying semaphores atdanger on the entrance of a car or train into a block formed by a sidingor turnout of the track, a secondary or returning circuit having meansfor restoring the semaphores to their normal orv safety positions, and alight-circuit for a return signal equipped with local and distant lightslocated at the points of entrance to and the departure from the blockand controllable by the movement of the semaphore-actuating devices.

In Fig. 1 of the drawings I have shown a substantially completesignaling system in operative relation to a portion of a track and to anoverhead wire or conductor adapted to be engaged by an underrunningtrolley of a car or train of an electric railway. The section or portionof the track is indicated at A and the overhead-trolley conductor at B.Adjacent to-the overhead conductor at the point of entrance to the blockwhich is formed by a sid; ing or turnout of the railway-line is locateda contact 0, which is in electrical communication with a wire 0, thatleadsto the coil of an electromagnet D. From the opposite end of thismagnet extends a conductor d, that is connected to the coil of acompanion magnet D,

D is carried a conductor d", having electrical engagement with themember d of a pair of contacts d (Z said contacts being normally inengagement with each other, and from the contact d leads a groundconnection (2*. The parts thus described constitute the primary orsetting electric circuit which is adapted to be energized by currenttaken from the overhead conductor B, when the wheel of the underrunningtrolley engages with the contact C, whereby the coils of the magnets D Dare energized for the purpose of having their cores d d actuate thelocal and distant semaphores at the points of the entrance to and thedeparture from the block. At or adjacent to the point of departure fromthe block formed by the siding or turnout of the track is locatedanother contact E, which is situated in operative relation to theoverhead conductor B, so as to be engaged electrically by the wheel ofthe underrunning trolley when the car or train leaves the block. Thedeparture-contact has a wire a attached thereto, and this wire is inelectrical connection with the coil of an electromagnet F, from theopposite end of which leads a conductor f, having engagement with thecoil of a companion magnet F. From the other end of this magnet F leadsa conductor f, which is connected electrically to the contact g of apair of normally separated contacts 9 g,and from the contact g leads aground connection 9 The parts comprising the departure-contact E, themagnets FF, normally separated contacts 9 g, and the wires 0, f, f, andg constitute the secondary or returning circuit adapted to control meansfor restoring to safety the semaphores which have been previouslydisplayed at danger by the electromagnets D D of the primary or settingcircuit heretofore described.

The light-circuit for an answer-back signal has a conductor it connectedpermanently to a part of the overhead conductor B at or near theentrance to the block, and in this conductor is interposed one or aseries of signallights, (indicated at H,) from which leads a conductorit, which extends along the block from the point of entrance thereto andwhich terminates near the other or departure end of the block, so as tobe in circuit with another light or a series of lights H. From theselast-mentioned lights extends a conductor 7?, having electricalconnection with one contact 2' of a pair of normally separated contactsz", and from the contacts 'i 2" leads a conductor having connection withthe grounded conductor d, or said conductor j may have an independentground connection. The lights H are located at the entrance-point to theblock and constitute the local return signal, and these lights may havea color, such as green, in order to indicate to a train or car followingon the same track or main line and in the same direction to proceed withcaution. The lights H, located at the point of departure from the block,constitute the distant signallights, and they have a suitable color,such as red, in order to warn an approaching train traveling in theopposite direction and on the main line of the danger of passing thesiding or turnout, whereby the signal-circuit during the night timedisplays both caution and danger signals when the block is occupied by atrain or car.

, From the preceding description it will be understood that the primaryor setting circuit is normally opened at the entrance-contact 0,although the circuit is equipped with a pair of normally closed contacts41 (Z that the secondary or returning circuit is normally opened at thedeparture-contact E, and that the lightcircuit is normally opened by thecontacts 71 v1, notwithstanding that the light-circuit has a permanentconnection with the trolley-conductor B and a grounded connection at jCZ}.

The magnets D F and D and F of the primary and secondary circuits aredisposed in pairs, as shown by Fig. 1, in order that they may haveoperative connection with the local and distant semaphore-arms. The pairof contacts d d and c' a" of the primary and light circuits,respectively, are disposed at the distant signaling mechanism in orderto have operative relation to the semaphore-arm of the distant signal ofthe block, and the contacts g g of the secondary or returning circuitare disposed at the local or entrance signal in order that said contactsmay have operative relation to the semaphore-arm of the local signal.

I will now proceed to describe in detail one embodiment of means formechanically actuating the semaphore-arm, and in Figs. 2 and 3 of thedrawings I have shown this mechanism as being associated with thedistant signal-semaphore and the pair of magnets D F in the setting andthe returning circuits, respectively. These magnets are supported withina suitable stirrup or yoke 5, which is secured to a cross-bar 6 of thesupportingframe 7, and said cross-bar 6 is provided with verticalapertures, (indicated by dotted lines at 6 in Fig. 2,) through whichapertures play the upper extended portions of the cores (Z f of themagnets D F, respectively. The upper cross-bar 8 or the top edge of theframe is fashioned or provided with a cam-track 9, the high point ofwhich is indicated at 9, and on this top edge of the frame is mounted ashiftable member which isembodied in the form of a roller or wheel 10,the latter being adapted to ride upon the cam-track 9 and over the highpoint thereof. This shiftable member has operative connection with thecores of the magnets D F, and in the drawings said shiftable member 10is shown as having an axle 11, which is loosely engaged by the slottedor forked ends 12 and 13 of the pairs of links 12 13, respectively, saidlink 12 having pivotal connection, as at 12", with the core cl of themagnet I), while the other link, 13, is

likewise connected pivotally, as at 13*, to the coref of the magnet F.The shiftable member is confined in position on one side or the other ofthe high point of the cam-track by means of a suitable stop-strap 14,which has its end portions attached at 14: to the frame on oppositesides of the camstrack, and this strap is adapted to be engaged by theshiftable rolling member when it is moved from one side to the other ofthe high point 9, said strap operating to limit the shiftable member inits back and forth movements on said camtrack.

The links 12 13 are arranged in pairs, the links of each pair beingdisposed on opposite sides of the shiftable member and of the frame, asindicated by Fig. 3. The slots 12 or 13 in the pairs of links are quitelong, so that in one position of the shiftable member, as shown by Fig.2, the axle 11 rests on the bottoms of the slots in the links 12, whilethe inclined links 13 are in such positions that the axle does not touchthe bottom of the slots 13, as indicated by dotted lines in Fig. 2. Whenthe links 12 are moved upward by the solenoid D, the slotted ends 12push on the axle 11 and force the shiftable member over to thedotted-line position of Fig. 2, thus making the links 13 take thevertical positions, while the links 12 are inclined, so that thevbottomof the slots 12 do not touch the axle; but the links 13 areadapted when acted on by the solenoid F to force-the member back to thefull-line position of Fig. 2. I

16 designates an outwardly-extending arm which is secured firmly to aside portion of the frame 7, and in the free end of this arm is pivotedthe semaphore-arm 17, the latter being connected at a pointintermediateof its length to the supporting-arm 16, as indicated at 18.The semaphorearm is thus pivotally mounted at a point intermediate ofits length and a suitably-colored blade is attached to one end portionof the pivoted arm, while the other end of thearm is provided with acounterpoise 19, the latter being of less weight than thesemaphore-blade in order that the semaphore-signal may normally drop toan inclined or upright position for the purpose of indicating safety orthat the main track is clear. The end of thesemaphore-arm carrying thecounterpoise 19 is arranged to play in the slot 20 of an upright guide20, that is firmly attached to the frame 7 near the upper part thereof,and this guide keeps the semaphore in its properposition and directs theoscillation or movement of the semaphore in a true path, thus holdingthe semaphore in a position where its colored blade will be visible tothe operator on the car or train. The movement of the semaphore to ahorizontal position indicating danger is effected by the employment of alever 21, the latter being pivoted at a point intermediate of itslength, as at 22, to an offstanding bracket 23, which is firmly attachedto the upper part of the frame 7 One end portion of this actuating-lever21 is curved to provide an arm 21, that is disposed adjacent to theupright slotted guide 20 and overhangs the inner weighted end of thesemaphore-arm; but the other end of the. lever 21 is pivoted to a link24 at the point indicated at 2 1. This link 24 is forked or bifurcatedin order to fit around the stop-strap 14: and to partially straddle theshiftable rolling member 10, and the rear extremity of said bifurcatedpart of the link 2 1 is loosely connected to the shiftable member byhaving the end portions of the axle 11fit in suitable openings providedin the forked link, whereby the link 24: and the links 12 13, which arecontrollable by the magnets, have a common connection with the shiftablerolling member 10.

The frame 7 at the local signal, which is situated near the entrance ofthe block, is adapted to carry the normally separated pair of contacts gg, which are located in the path of the curved arm 21 of theactuating-lever 21, and when this lever is turned by a movement of thelink 2 1 and the shiftable member 1() in the direction of the arrow inFig, 2 the arm 21 of said lever engages with the pivoted semaphore and,makes electrical contact with the separated contacts g 9, therebyclosing the secondary circuit.

The frame 7 at the distant signal, which is located at the point ofdeparture from the block, isequipped with the pair of normally closedcontacts (5 (E the same being insulated at (Z from said frame. The frameis also equipped with the pair of electrical contacts d, which areelectrically insulated at if from the frame, and these two pairs ofcontacts d d3 and 2' t" of the setting and light circuits, respectively,are both disposed in the path of the arm 21 of said actuating-lever 21,whereby the movement of this lever in one direction operates to separatethe contacts d d so as to open this primary or setting circuit to setthe pivoted semaphore to danger position and to close the light-circuitthrough the contacts i i. It is necessary to provide-the arm 21 of thelever 21 at the distant signal with an insulated section, as at 21, saidinsulated section being adapted to engage with the contacts (Z d inorder to interrupt or break the primaryor setting circuit. 7

In Figs. 4c and 5 of'the drawings I have shown a bridge adapted to carrythe entrancecontact C or the departure-contact E. This bridge is cast ina single piece of suitable metal, as indicated at I, and at its endportions the bridge is provided with the grooved arms 25, adapted toreceive a portion of the electrical conductor B, whereby the bridge ischarged with the current from the overhead conductor. This bridge isprovided with a piece of insulation 26, and on the under side of thebridge is secured a metallic contact strip or plate 27, the end portionsof which IIO are in metallic contact with the bridge and the conductorB, while the intermediate portion of the strip or plate extends over theinsulation 26. This contact-strip 27 is located on one side of the lineof the conductor B, and on the other side of this conductor is arrangeda short metallic contact-strip 28, the latter being attached to theinsulation 26, and thereby insulated from electrical connection with themetallic part of the bridge and with the longer contact-strip 27. Theinsulated strip or plate 28 corresponds to the entrance-contact C whenthe bridge is employed on the conductor B at the entrance-point of theblock, and when this bridge is used at the departure end of the blocksaid insulated strip 28 corresponds to the departure-contact E. Theprimary and secondary circuits are adapted to be energized when thewheel of the underrunning trolley passes beneath the bridge, so as tohave one part thereof engage with the contact-strip 27 while the otherpart engages with the short contact-strip 28, the current thus bridgingthe insulation 26 through the trolley-wheel. It will be understood thatthe conductor 0 at the entrance-contact or the conductor a at thedeparture-contact are electrically connected to the strip 28 of thebridge.

The conductor 0 of the primary circuit, the conductor 6 of the secondarycircuit, and the conductor h of the light-circuit are each provided witha fuse, (indicated at 30.)

Although I have shown and described the mechanical semaphore-controllingdevices as used in connection with the distant signal, it will beunderstood that the devices shown by Figs. 2 and 3 are employed inconnection with the local signal at the entrance to the block, the onlydifference being that the normally closed contacts d d are omitted fromthe local signal.

The operation may be described as follows: Assuming that a car or trainis approaching the block in the direction of the'arrow in Fig. 1, theunderrunning trolley engages with the contact-strips 27 28 of thebridge, and thereby closes the primary or setting circuit through theentrance-contact C. The magnets D D are energized and exert an upwardpull on their cores, so as to simultaneously impel the links 12 inupward directions and move the rolling members 10 of the twosignal-setting devices from the full-line position in Fig. 2 over to thedotted-line position in the same figure. The links 2& of the twosignal-setting devices are moved endwise in the direction of the arrowin Fig. 2, and the levers 21 are simultaneously turned in order that thelever of the local signal may operate on the semaphore-arm to set thesame to danger and close the light-circuit through the contacts 9 whilethe lever 21 of the distant signal operates at the same time to set thesemaphore to danger to close the light-circuits through the contacts 2'21 and to break and interrupt the primary or setting circuit byseparating the contacts d (Z the insulated section 21 of the distantsignal-setting lever 21 serying to engage with said contacts d cl Itwill be seen that the primary circuit is energized by the current fromthe trolley-conductor B and that both of the semaphores aresimultaneously displayed to danger. The setting of the semaphores alsocauses the light-circuit to be closed, and after the semaphore shallhave been set the primary circuit is broken or interrupted by onesemaphore separating the contacts 01 (l The semaphores are kept at theirdanger position, however, by the high point 9 of the cam-track affordingobstruction to the backward movement of the shiftable members 10, thusdisplaying danger-signals which are clearly visible during the day -timeand also at night. When the car or train leaves the block formed by thesiding or turnout, the underrunning trolley engages with the strips 2728 of the bridge located at the departure-point on the block, and thesecondary or returning circuit is thereby closed through thedeparture-contact E. The magnets F F of the secondary circuit areenergized simultaneously in order to impart pull to their cores f andthe links 13 are pushed upwardly in order to move the shiftable members10 from their dotted-line positions in Fig. 2back to the full-lineposition in the same figure. The links 24 of the signal-setting devicesmove the levers 21 to the fullline position in Fig. 2, and the twosemaphores are thus released from restraint by the curved arms of saidlevers, so that the semaphores will drop or fall by gravity to theirinclined or safety positions. At the same time the lever 21 of the localsignal is moved free from the contacts 9 g, and the lever 21 of thedistant signal is disengaged from the contacts 2' 71 and d 03 thusinterrupting the light-circuit and allowing the contacts 61 (l to againengage with each other and restore the primary or setting circuit to acondition ready for operationby next car entering the block.

It will be noted that the means for closing the light-circuit arelocated at the distant signal or at the departure end of the block, andas the lamps in the light-circuit are not illuminated until thelight-circuit shall have been closed by the described means the lampswill thus serve as an answer-back or return signal to notify the car ortrain entering -the block that all the semaphores are set or displayedat danger, thus making doubly sure that the proper signals areautomatically displayed. Of course the lamps in the light-circuit willserve efficiently as the signals during the night-time when thesemaphores may not be visible or only partially visible.

In order to secure the best results in the operation of the rollingmember 10 when passing over the high point of the cam-track, the guard14 should be arched, as shown more clearly by Fig. 2. The end portionsof the arched guard 1 L should be curved to start the rolling member 10in one direction or the other when the links 12 13 push forwardly, andthus the member 10 will roll or travel against the guard in changing itsposition from one side to the other with relation to the high point 9 ofthe cam-track.

As shown by Figs. Land 5, the bridge I for the trolley-wheel is providedwith a solid insulation 26, the same lying on-the under side. of thebridge between the insulated contact-straps 27 28 and flush with thatpart of the bridge against which the grooved part of the trolley-wheelis adapted to travel. The flanges of the wheel close the circuit of thesignal system by riding against the insulated contact-strips 27 28.The-improved construction provides an exceedingly simple, durable, andeflicient means for closing the signal-circuits, as there are no springsor moving parts to wear out, become broken, or displaced.

In Fig. 6 of the drawings I have shown another form of bridge I, to theunder side of which is secured a solid block of insulation 26", havinginclined faces which converge downwardly. Against these inclined facesare secured the contact-strips 27 28, which do not extend around thelower edge of the insulation, and these contact-strips are exposed forengagement by the inner faces of the grooved trolley-wheel. Thestrip 27is longer than the companion strip 26, as in the example shown by Figs.4 and 5, and this long strip 27 is in metallic contact with the bridgeand with the conductor B. This construction is advantageous by reason ofthe fact that the trolley-wheel when tipped to one side or the other isadapted to have good electrical contact with the strips 27 28*, thenarrow edge of the tapering insulating-block fitting well into thegroove of the trolley-wheel.

Having thus described my invention, I claim as new and desire to secureby Letters Pat ent 1'. An electric block-signal system havingindependent setting and return circuits each having a trolley-controlledcircuit-closer and a pair of magnets connected in series, the magnets ofthe respective clrcuits being grouped in pairs ad acent to the points ofentrance to and departure from a block, entrance and departuresemaphoresmovable by gravity normally to safety positions, and settingdevices each including a shoe arranged to ride on one of the semaphoresacross the path thereof and also including means controllable by thepair of magnets in the respective circuits for moving the semaphore-shoein both directions on the entrance of a .car into the block and itsdeparture therefrom.

2. An electric block-signal having independent normally open setting andreturn circuits each having a trolley-controlled circuit-.

closer and a pair of magnets connected in series, the magnets of therespective circuits being grouped in pairs adjacent to the points ofentrance to and departure from a block,

entrance and departure semaphores movable by gravity to safetypositions, setting devices controllable by the magnets of the respectivecircuits and cooperating with the semaphores, and circuitbreakersdisposed in the respective circuits in the path of the semaphores.

3. In a block-signaling system for electric railways, the combination ofa primary circuit having an entrance-contact and magnets disposed inseries,acircuit-maker in said primary circuit, a secondary circuit alsohaving a series of magnets and a departure-contact, signaling settingdevices in cooperative relation to the magnets of both circuits, and alight-circuit having normally separated contacts disposed in the path ofcertain movingparts of one of the signaling setting devices to be closedautomaticall y thereby, one of said signaling setting devices beingarranged to engage with the circuit-maker of the primary circuit and toautomatically interrupt the latter when the signal shall have been setto one position.

4. In an electric signal, the combination with a gravity-semaphore, ofan actuating-lever therefor provided with a shoe arranged to ride on thesemaphore in a path across the plane of movement thereof and positivelymove. it to a displayed position, cooperating devices for actuating saidlever and locking it in either of two positions andelectrically-controlled means for actuating one of said coopcratingdevices.

5. In a block-signaling system for electric railways, the combinationwith a movable semaphore, of an actuating-lever therefor, a cam-track, ashiftable member arranged to traverse the cam-track and having operativeconnection with -said actuatinglever, and magnets included in difierentcircuits and having their cores connected with intermediate devices withsaid shiftable member.

6. In a block-signaling system for electric railways, the combinationwith a movable semaphore, of an actuating-lever therefor, a shiftablemember connected with said actuating-lever, means for temporarilyconfining the shiftable member in either of its adjustable positions,and electrically-controlled mechanism for automatically moving theshiftable member back and forth on the entrance and departure of a caror train into and from a block.

7. In a block-signaling system for electricrailways, the combinationwith a movable semaphore, of an actuating and circuit-closer leverarranged to engage with said semaphore, a light-circuit having contactsdisposed in the path of said lever, ashiftablememberlinked to saidlever, and other circuits having magnets arranged to impart movement tothe shiftable member, one of said circuits havingacircuitmaker disposedin the path of the lever and adapted to automatically engage therewith.

8. In a block-signaling system for electric railways, the combinationwith a pivoted semaphore, of an actuating-lever having a curved armarranged to ride against said semaphore, a cam-track, a rollingshiftable member fitted to said cam-track and linked to said lever,magnets included in different circuits, and links connecting the coresof said levers with the shiftable member.

9. A blocksignaling system for electric railways, comprisingaprimary'circuit having a series of magnets, and a normally closedcircuit-maker, a secondary circuit having a like series of magnets,entrance and departure contacts for the respective circuits, movablesemaphores, adjacent to the magnets of both circuits, actuating-leversfor controlling said semaphores, shiftable members having operativeconnection with the magnets of both circuits and with saidactuating-levers, and a lightcircuit including suitable signals andcircuitbreakers, the latter being disposed in the path of one of thesemaphore-actuating levers, the circuit-maker of the primary circuitbeing also disposed for engagement with one of said semaphore-actuatinglevers.

10. In an electric railway-signal, the combination of a semaphorepivoted at a point intermediate of its length, and having a short arm, aguide in which said arm of the semaphore is arranged to play, a levermovable on an axis at right angles to that of the semaphore, a shoemovable with the lever across the path of the semaphore and arranged toride directly on the short arm thereof, and electrically-controlledmeans for moving said lever.

11. In an electric railway-signal, the combination of a pivotedgravity-semaphore, a lever movable on an axis located at right angles tothe axis of movement of the semaphore, a shoe movable with the leveracross the path of the semaphore and arranged to ride directly on saidsemaphore for moving the latter positively to a displayed position, andelectricallycontrolled means for actuating said lever.

12. In an electric railway-signal, the combination of a pivotedgravity-semaphore, a

lever movable on an axis located at right angles to the axis of movementof the semaphore, said lever being provided at one end with a curvedshoe which is movable across the path of, and disposed to ride directlyupon, the

semaphore, and electrically-controlled means for actuating said leverand the shoe thereof.

In testimony whereofl have signed my name to this specification inthepresence of two subscribing witnesses.

WILLIAM S. JACKSON.

Witnesses:

H. B. KIsNER, WM. F. RUSCH.

